Internal-combustion engine



1. HuTcHlNsoN. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAY 22, 1919..

' 1,356,865, I Patented ont. 26,1920.

3 SHEETS-SHEET 2 nvanboz l. HUTCHINSON.

INTERNAL COMBUSTION ENGNE.

APPLICATION FILED MAYZZ, |919.

Panted Oct. 26, 1920. 3 SHEETS-SHEET 3 6 w 4 2 5 r H H Ur l l ma 1 N l ux/ l 4 V t I lii11\ 4 11 J l \r|/ .lll II- l J' OB HUTCHINSON, OFBROOKLYN, NEW YORK.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Oct. 26, 1920.

Application filed May 22d, 1919. Serial No. 298,973.

To all w hom t may concern Be it known that I, Jon HU'roHINsoN, acitizen of the United States, residing at Brooklyn, in the county ofKings and State of New York, have invented new and useful Improvementsin nternal-Combustion Engines, of which the following is aspeciiication.

This invention relates to internal combus tion engines, and moreespecially to an 1inprovement in engines of the two cycle type whereinthe explosion chamber is provided within a sliding sleeve piston.

To this end the invention has generally in view a special constructionwhereby the fuel charge may be initially compressed by a novelarrangement of parts to rapidly enter the working cylinder, thereby notonly having the advantage of effecting a more complete and expeditiousscavenge of the said working cylinder, but at the same time renderingthe engine unusually efficient, not only at various speeds, butpeculiarly capable of low throttling, an unusual feature in two cyclemotors,

The present invention proposes to provide a novel engine structurewherein the gaseous fuel is initially drawn from the carburetor atatmospheric pressure into a suitable receiving compartmentbuiltin theengine, and then drawn into a compression chamber in which it iscompressed to over fifteen pounds pressure on the expansion stroke ofthe sleeve piston, and then permitted to rapidly escape into the workingcylinder to again be compressed prior to firing. To increase the workingefficiency of the engine, intake and exhaust ports of large capacity areutilized, the former being located at a point relatively remote from theexhaust ports thereby eliminating the necessity of a deflector, while atthe same time improving the scavenging action.

As a further object the invention contemplates a special constructiondesigned to secure the greatest possible power coupled with efficiencyand simplicity in a standardized form of motor without impairing thestrength of parts that should be substantial and durable, and alsoeliminate vibration without increasing the number `of cylinders. lndoing this it is proposed tomake use of the so-called recoil of themoving parts to perform work, instead of being relatively free, whichlatter causes the vibration refv ferred to, thus utilizing the fulleffect of such explosion.

rlhe present construction provides otherfeatures which are claimed inapplications, Serial Nos. 196,822 and 28d-,482, and which reside in thefact that this motor is a constant compression motor for the reason thatthe burned gas is displaced in proportion to the amount of new gasentering the cylinder. Contrasted to this, a four cycle motor alwaysdisplaces the same amount regardless of the amount drawn in and thecompression is therefore affected accordingly. L rlhis accounts for thesuccessful low throttling of a four cycle motor, but the constantcompression such as provided b v the present invention would be better,particularly, if thel sol herein which are related to and which areimprovements on the features of those applications. The present'invention is directed tofspeciic improvements on the construction shownin the applications men# tioned as will be understood from the followingdescription. For example, one feature of the present modification is forthe purpose of showing` a simple method of inrreasing the length of thecompression and expansion strokes, the fifty cubic inches of gasmentioned in Serial No.h 284,482 and which amount would be used in theconstructions shown in Figs. 1 and 2, will not fill the cylindersufficiently to have more than l inches of this stroke for expansion before the exhaust ports open, and in order to lengthen the working strokeover that shownin application, Serial No. 284,482, and in l i2 of thedrawings of this application, it is necessary to`r secure a greater"volume of gas so that this will displace more of the burned gas andmaintain the quality and purity of the new charge. y y

Part of the present application, particularly that shown in Fig. 4,provides 'for an increase in the size ot the upper end of the sleevepiston suiiicient to receive the packing rings. By this change theoutside diameter is one-half inch greater than the inside and the volumedrawn in and transferred is increased 28%, or to 64 cubic inches. r1`hisextends down in the working cylinder inches as compared to the 4 inchesmentioned for a sleeve piston otnorrnal shape, such as is illustrated inFigs. 1 and 2. The ports in the sleeve piston are shortened accordinglyand the ports in the cylinder wall are lowered to remain in the middleof the space between the top of the sleeve ports and the inner piston. Acooling feature is provided because to provide for the increasing of thesir/.e oiPA the sleeve piston the bore of the cylinder from the exhaustports upward is increased to allow for the increased diameter of theupper end of the sleeve piston. This leaves a gap of one-eighth inchbetween the sleeve and the water jacket of the main cylinder. -By addinga small opening or port in the cylinder wall, cold air may be drawn intothis space as the sleeve piston moves up on the expansion stroke, anddischarged again on the downward or compression stroke. It will benoticed that because of this increased charge, totaling 64 cubic inches,the position of the exhaust ports is changed, being lowered, and thetime oit opening as well as thelength of time of full opening, which isstill more than is actually needed, is changed. The space between thesleeve and the cylinder by ca using a circulation of air, willthoroughly cleanse the spark plug pockets and render unnecessary thepriming device shown. The combination of air and water cooling functionsto advantage beca-use the packing rings on the upper end of the sleevepiston and also those on the inner piston, are in contact with the waterjacket. There is only a portion of the sleeve that receives the air andthis will tend to hold the temperature constant and give good economy.The sleeve has cool gas entering the inside and cool air on the outsideand is safe and dependable.

1n addition to the features hereinbeiore mentioned, the presentinvention provides a construction for securing connecting rods to thesleeve piston in such a manner as to provide a sleeve piston of minimumweight, long connecting rods, and an equalizing device forcounterbalancing the weight and Vpreventing undue wear of the parts.

In addition to the above general features,

.there are also provided details of a particular relation existingbetween the size and arrangement of the various intake and ex- -haustports and the position of the movable the equalizing device;

Fig. 4 is an elevation, partly in section, showing the same portarrangement and equalizing device as in Fig. 1 and illustrating a designof the enlarged portion of the sleeve piston head and the annularcooling chamber;

Fig. 5 is a diagram indicating the relative operative stages of thesleeve piston;

Fig. 6 is a diagram indicating the relative operative stages ofthe innerpiston.

Similar reference characters designate corresponding parts throughoutthe several figures of the drawings.

j In carryingthe foregoing general features into effect, the same may beeectively combined in various structural embodiments, and by way ofillustrating one simple and practical form reference may be ha d to theaccompanying drawings wherein Figs. 1, 2 and 4 show an engine cylinder lhaving a central bore 2 and water jacket 8, and suitably supported onand secured to the crank case 4 by the bolts 5 or their equivalent. Asshown, this cylinder is preferably provided at its crank case end withan annular exhaust passage or chamber 6 which coin- Vmunicates with thebore 2 through a series of exhaust ports 7. The outlet from said exhaustpassage or chamber 6 is effected through a pair of diametricallyopposite discharge ports 8. `This type of exhaust provides 'for quicklyreleasing the exi'floded 'charge and materially assists the scavenge,

to permit the entrance of the compressed fuel charge into the workingcylinder of the said sleeve as will hereinafter be more fully explained,this ring is formed with a circular 'series of intake openings 11 whichare thus located relatively remote 'from the exhaust ports 7, andbecause of their number and arrangement provide for the rapid andunobstructed entry ofthe fuel into the said working cylinder.

Between the intake and exhaust ports the cylinder is provided withopposite radially disposed spark plug openings 12 which are threaded inthe usual manner to receive the spark plugs l), and terminate at theirinner ends in the enlarged sparking pockets or recesses 13 which openinto the bore 2 and are covered by the reciprocating compression sleeveS except when the live fuel charge is to be ignited. Thus, the points ofthe plugs are protected by this sleeve from the usual carbon depositsand are always kept in good sparking condition, and the provision of twoplugs in the locations shown insures ample ignition facilities.

Referring now more particularly to the sleeve S which reciprocates inthecylinder bore 2, it will be observed that the same is provided at itsupper end with a suitable compressor head 14 having an annularseries ofintake ports 15 adapted to register with the openings 11 of the ring 10at the end of the 11p-stroke ef the sleeve, which isits precompressionstroke, to permit the compressed fuel charge to enter the workingcylinder or. explosion chamber C of the sleeve S, while the lowerportion is provided with a suitable series of exhaust ports 16 toregister with the openings`7 of the exhaust chamber 6. The ports 15 arelocated 'immediately adjacent the convex inner surface, which latterslopes smoothly into the ports 15. A separate set of compression rings14a are provided above and below the intake ports 15 in the sleeve toinsure efn iiciency. The relative length and area of the ports 16 ascompared to the size of the ports 7 contribute a very important part ofthe present invention, the details of which will be further explained.The lower end of the sleeve which extends below the port 16 has formedtherewith, and extending laterally from the lower edge thereof, suitabletrunnions 17. An annular balance ring-17a embraces the sleeve S andprovides a lower bearing surface of the trunnions 17. The ring 17"L haslaterally projecting trunnions 1S which support and rest in theintermediate connectioni device 19 mounted on the trunnion. A cap 17 bfits over the trunnions 'i7 and secures them in place by the use offastening bolts 17C, completing the journal. The construction and use ofthis balance ring is of marked importance in the present invention.. Thepivot pin 20 secures the upper end of the relatively long connectingrods 21 which are two in number and whose lower ends are secured intheusual manner to the crank portions 22 of the shaft 23, while the crankportion 24 ofthe latter has fitted thereto one end of along connectingrod 25 which is attached in the usual way to an ordinary innerportion'26 adapted to work freely within the lchamber Cof the sleeve S.The structure of the balance ring 17a and the rods 21k isv such thatwith the sleeve S, they counterbalance the weight of the rod 25 andpiston 26, thus evenly dis-v tributing the weight and maintainingperfeet balance while the engine is in operation. This is important inan engine of this character, since when the explosion takes placebetween the head 14 and piston 26, the rods 21 and 25 are driven inopposite directions, and the forces are completely balanced.

The upper end 9 of the cylinder has'fitted thereto a novel cylinder headunit for closing the same, and in this embodiment of the invention4 itpreferably assumes the form of a dome whose special features ofconstruction make possible the desirable and 'necessary compressionfeatures heretofore referred to. This cover or dome is designatedgenerally as 27 and may be of the semispherical or bee-hive shape shown,and provided with a suitable attaching flange 2S for receiving thefastenings 29 to detachably connect the dome to the cylinder, While theinterior thereof has formed integral therewith a partition wall 30 whichdivides the said interior into an initial fuel receiving chamber 31 anda fuel compression chamber 32. This wall 30 has a valve seat formedtherein and opening into the compression chamber 32, and also has formedthereon the bosses 34 for receiving suitable screws or other fastenings`35y to secure a spider 36 in position to slidably guide the stem 37 of avalve V onto and olf of its seat' 33, and, as shown, a spring 38confined between the spider and the head of the valve may be utilized toseat the valve under the ieeuired conditions.

In connection with this valve V however it may be noted that the stem 37thereof is of hollow formation and has its lower' end split or cut` toform a plurality of yielding clutch fingers 39, while the face of thevalve is provided with a closed extension socket 4() which forms acontinuation of the hollow bore of the stem and receives the spindle orpost ll1 carried by the center of the head 14 of the sleeve S. Thisformation of the valve has in view the retaining of all possiblecompression in the chamber 32 by providing the closed socket 40, andalsothe positive unseating of the valve against the tension of thespring 33 on the suction stroke of the sleeve S through the provision ofthe clutch fingers 39. Thus, it will be apparent gas compression. andcontinued upward movement of the post 41 will further positively assistthis action.

Means. for automatically priming the spark plugs P to insure firing atthe proper time is provided by connecting the sparking pockets 13 withthe fuel compression chamber 82 by means of a valve passage, Fig. 2.This passage may be of any desired shape or size, but preferably asshown in Fig. 2, consists of the vertical conduit 42 in opencommunication at one end with a horizontal conduit 43 which leadsdirectly to the pockets 13, while the upper end is in valvedcommunication with an angular passage 44 opening into the floor of thefuel compressor chamber 32. That is to say, the arm of the angularpassage 44 which connects with the end of the conduit 42 has a springpressed ball valve 45 therein which is automatically opened at thecompression stroke of the sleeve S to send live fuel to the pockets 13so that the ignition of the fuel at the end of the compression stroke ofthe piston 26 within the sleeve is positively insured.

The details of construction which relate most directly to the unusualproportions and arrangements of the intake and exhaust ports and thepiston will be understood from the following description. Referring toFigs. 1 and 2, the gas taken into the work* ing cylinder C is only thatdrawn in by the downward movement of the sleeve piston S and displacedby its upward movement into the initial compression chamber 32. Theupward movement of the sleeve piston S compresses the chargeuntil theports 15 in the sleeve register with the ports 11. in the cylinderextension 10, at which time it enters the working cylinder C and isready for compression and explosion. The charge after entering theworking cylinder C equalizes at atmospheric pressure as the exhaustports 16 and 7 open their working cylinder to the atmosphere atthe timewhen the inlet ports 15 and 11 open for the gas to enter. Therefore theworking cylinder C will have new gas filling the upper half of the spacewhile the lower half yet retains a portion of the exploded gas atatmospheric pressure. Tt is therefore clear that something should bedone in the way of scavenging to expel all of the burned gas or as muchof it as possible without losing any of the new gas. The constructionsshown in Figs. 1 and 2 are similar to those shown in application, SerialNo. 284,482, as regards the dimensions of the pistons. The size andposition of the exhaust ports are different in the construction of thepresent invention as shown in Fig. 4 and is of marked importance. Theconstructions shown in Figs. 1 and 2 provides the arrangement of theexhaust ports 'i' in the cylinder wall 1 to have a ixed opening equal toone-half the stroke of the regular piston 26 and the port 16 in thesleeve S will have ports of 14 this height or equal to of the stroke ofthe piston 26. The two pistons S and 26 when moving toward each othermust travel a distance equal to a full stroke of either one during whichtime the burned gas is being forced out, and when the pistons reach thispoint the exhaust ports close, leaving some burned gas still in thespacewhich is the explosion or compression space and above which is afull charge of new gas. This space is indicated in the drawing by thespace between the dotted lines in the working cylinder C. At this pointcompression is started and there is a condition existing practically thesame as now exists in the operation of a four-cycle motor with thedifference that in the present construction every other stroke of thepiston is not wasted.

Contrasted to the operation ust described, with regard tothe proportionof gases used, is the operation of the construction shown in Fig. 4,which construction involves a veryimportant part of the presentinvention. As previously described hereinbefore, the increase in thediameter of the head 14 of the sleeve piston S, Fig. 4, providing theextensions 14b for the piston rings 14a increases the volume of gasdrawn in and its displacement causes more eiiicient discharge of exhaustgases. The bore 2 of the cylinder 1 must `be larger and as shown in Fig.4, is greater than the bore at the lower end of the cylinder. The totaldiameter and the bore of the cylinder must be increased proportionately,whereas the diameter of the piston 26 is unchanged. The increased dieameter of the bore 2 leaves an annular space 22L between the smallerdiameter of the sleeve S, the cylinder 2, and the extension 14h. Anopening 2b is provided through the cylinder wall and contitutes acommunicating port between the space 2L and the atmosphere. Cold air isdrawn in through the opening 2b and serves to act as a cooling mediumfor the moving pistons.

A still further advantage is gained by the fact that the rapidity atwhich the new gas enters along with some expansion of the new gas afterentering the hot chamber C tends toward the expulsion of whatever thereis of burned gas remaining in the compression space. This movementprovides a much cleaner charge of gas for use when compression beginsthan is ordinarily found in a four-cycle motor. Tt has always been adifiicult problem to design different sizes of two-cycle motors anddetermine the proper port opening. This was dueto the necessity of usinga portion of the cylinder wall which was necessary to the piston travel,and with no other piston or sleeve to assist, the vresult was eitherlimited port capacity or a lossof through the exhaust port and in alleases very low compression. The present design and port arrangement willapply to any size motor, but for better economy and higher eiiiciencythe exhaust port 16 in sleeve S may be reduced in height depending` uponthe rapidity and expansion of the new gas. Should the latter expel allof the remaining burned gasfrom the compression space and reach theexhaust ports 7 before they are closed, then the port 16 may beshortened to prevent a loss o'l gas. The shortening of these ports 16will allow further expansion and a lower exhaust pressure, thus makingfor greater economy. To arrive at this condition by experimentation, theports 16 in the sleeve S are cut considerably lower to begin with andgradually increased to the point where proper scavenging and low exhaustpressure meet, and kthis can be accomplished without re-designinganother motor.

In order that the explanation just made may be mathematicallyexplainable, it is assumed that there is illustrated an engine with abore of 4 inches and a stroke of 4 inches. The charge of gas drawn in,for the design shown in Figs. 1 and 2, is approximately 50 cubic inches,or equal to the displacement oi' the sleeve piston during its stroke of4 inches while the volume of the working cylinder is double this amount,plus the compression space shown opposite the spark plugs and betweenthe two dotted lines. For Fig. 4, the charge of gas drawn in isapproximately 64 cubic inches. Vhen the pistons 26 and the sleeve head Smove together and have reached4 the dotted lines, the ports 16 of thesleeve S have changed places with the piston 26, the ports 16 havingmoved down 4 inches and the piston 26 having moved up 4 inches7 stoppingat the point shown in Fig. 1 and at the dotted line indicated in Fig. 4.The drawings show the pistons 26 in Fig. 4 positioned below the loweredge of the cylinder exhaust ports for a distance of one-half inch andthe upper edge of the sleeve exhaust ports 16 travel past the cylinderexhaust ports 7, also a distance of one-half inch. The sleeve exhaustports are located lower in the construction shown in Fig. 4 than in theconstruction shown in Figs. 1 and 2, because of the difference in thecompression of the fuel charge. The cylinder' exhaust'ports 7 are 2inches high and they are located in the middle el the piston Q6 and thesleeve S movement so that the full port lopening is maintained while thepiston `26 moves down and up again inch, having a full exhaust portopening during 84 degrees of crank motion, and a 33 degreecrank motionfor opening and also a 33 degree crank motion after the period of fullopening, for the yperiod of closing. During this time the sleeve S isdoing the same function, the total port open- There are shown six setsof these exhaust ports 1.6 7 surrounding the cylinder, each port beingone inch in Width and two inches in height, making a total of 12 squareinches in area. rhe largest valvethat can be used in the four-cycleengine without trouble from overheating is about two inches in diameterand with an area of about 3.1V square inches oic opening, and thelargest overhead valve that can be used in the cylinder of four inchesbore is about 1% inches in diameter and with an area of two squareinches. Contrasted to such limitations this engine has exhaust openingssix times the size of an overhead valve engine and Yfour times that ofthe largest valve that can be used successfully in any four-cycle motor.ln addition to the full opening of 168 degrees crank motion there isalso in the design of Fig. 4 a partial opening during 66 dcgress ofcrank motion, covering the opening and closing period which adds T1-more to the total opening, making 15 square inches, which is theadvantage of this twocycle engine. The complete port opening period isduring 150 degrees of the crank motion of each piston or a total of 360degrees. The compression stroke is 105 degrees of crank motion for eachpiston, making 210 degrees for a complete stroke, and the same as thatel a four-cycle engine having dimensions 4 by inches. The expansionstroke of 105 degrees each or 2E- inches piston travel for each pistonmakes a working stroke oi 5 inches which is equal to a 'tour-cycleengine with a stroke of inches opening the exhaust at 45 degrees aheadof dead center. This working stroke is made possible by the increaseddiameter of the headere the sleeve piston which supplies a charge of gasequal to the suction stroke of a ii'our by five andorre-half 4inch fourcycle engine.

A further advantage which is to be found in the present constructionresides in the fact that the :first 10.5 degrees of crank inotionfollowing the explosion is oi"- the greatest power value, and thisportion of the stroke isk doubled, which more than makes up for aslightly lower mean eilective pressure, the latter, however, adding tothe economy. Comparing this with the existing two-cycle engines of thesame bore and stroke, there is gained a little less than 50 per cent. inthe length of the compression stroke and a little less than Oper cent.in the length of the explosion or expansion stroke, with a port openingfour times as great. K

Figs. 5 and 6 are diagrams of the four by four engine just described andeach of these diagrams indicates what takes place .during the revolutionofthe crank shaity andthe complete movement of each piston. When the 12inch port area is considered and found to be greater than the area ofthe cylinder diameter it can be easily seen that the exhaust gaspressure will drop to atmospheric pressure as quickly as the entirecylinder head was suddenly removed. lt is recognized that atmosphericpressure in the working cylinder at the time or before the opening ofthe inlet ports-is desirable. The inlet ports 15 and 11 are also oneinch in width and are of an inch high, having a total area of l?,-square inches, and are opened and closed during a crank motion of 100degrees, as shown in the diagram of Fig. 5. lith the pressure in theworking cylinder C instantly reduced to atmospheric pressure, the inletports open and the new charge is transferred by an initial pressure offifteen pounds above atmospheric pressure and takes its place in theupper end of the sleeve pistons S inside the working cylinder C, andreaching down to the dotted line below the spark plug. rlhis is 51jinches from the sleeve head and by the time this fresh gas reaches thisdotted line it has displaced v64 cubic inches of burned gas. At thebeginning of the movement toward each other of the sleeve piston S andthe piston 26, the sleeve piston S must move down two inches, carryingthe fresh gas with it and continuing to push out any remaining burnedgas until the fresh gas has reached a point substantially in line withthe upper edge of the cylinder exhaust ports. As previously described alarge volume of compressed fresh gas will displace substantially 5-1-inches of space and would leave very little if any burned gas in theworking cylinder. t is due to this volume of gas that the ports in bothsleeve and cylinder are lowered.

From the foregoing it will be apparent that the novel dome constructionprovides for first drawing the live fuel from the carbureter into theinitial fuel receiving chamber 31 at atmospheric pressure, due to thefact that as the sleeve S descends in the cylinder a vacuum is createdin the chamber 32, and the valve V is opened by this vacuum and, theassistance of the clutch engagement between the post il and valve Stem,whereby the fuel at low pressure is alsodrawn from 3l into 32 until theend of the suction stroke of the sleeve. Then the upward movement of thesleeve S causes the closing of valve V and 'the compression of the gasin chamber 32 until the head le of the sleeve registers with the intakeports li when the fuel will expand into the chamber C of the sleeve andeffect the scavenge of the exploded gases through the exhaust ports16m?. fter the fresh charge is in the chamber C the sleeve S descendsand the piston 26 rises, the plugs P ignite the fuel charge compressedand caged between the head le and piston 2G topcause the working strokewhich sends the elements S and 26 in opposite directions to performtheir proper functions. These operations are rcpeated during each cycle,and accurately carry out all of the designed and intended operationswith precision and efficiency.

In addition to the points of advantage hereinbefore indicated, it willbe noted that this construction makes it possible to begin the exhaustport opening opposite the center of the cylinder exhaust ports and towiden this opening equally in both directions.

Vhat I claim is 1. An internal combustion engine of double acting typeincluding a cylinder having fuel intake and exhaust ports, a compressionsleeve mounted for movement within said cylinder and having an explosionchamber and intake and exhaust ports adapted to register respectivelywith said intake and exhaust ports of said cylinder, a piston adaptedtomove within said sleeve, a common crank shaft for operating saidsleeve and said piston, said sleeve exhaust ports being so arranged asto completely open said cylinder exhaust ports during a motion of 33degrees revolution of said crank shaft.

2. An internal combustion engine of double acting type including acylinder having fuel intake and exhaust ports, a compression sleevemounted for movement within said cylinder and having an explosionchamber and intake and exhaust ports adapted to register respectivelywith said intake and exhaust ports of said cylinder, a piston adapted tomove within said sleeve, a common crank shaft for operating said sleeveand said piston, said exhaust ports being so arranged as to be fullyopen during S4 degrees of revolution of said crank shaft.

3. An internal combustion engine of double acting type including acylinder having fuel intakey and exhaust ports, a compression sleevemounted for movement within said cylinder and having an explosionchamber and intake and exhaust ports adapted to register respectivelywith said intake and exhaust ports of said cylinder, a piston adapted tomove within said sleeve, a common crank shaft for operating said sleeveand said piston, the total area of opening of said exhaust ports beinggreater than the area of the bore of the engine and arranged to be openduring 150 degrees of revolution of said crank shaft.

t. An internal combustion engine of double acting type including acylinder having fuel intake and exhaust ports, a compression sleevemounted for movement within ysaid cylinder and having an explosionchamber and intake and exhaust ports adapted to register respectivelywith said intake and exhaust ports of said cylinder', a

piston adapted to move within said sleeve, a common crank shaft foroperating said sleeve and said piston, said exhaust ports in saidcylinder being greater in area than kthe area of said piston head andbeing arranged to remain open during 150 degrees of revolution of saidcrank shaft, including opening and closing period.

5. An internal combustion engine including a cylinder having fuel intakeand exhaust ports, a compression sleeve mounted for movement in saidcylinder and having a head, an explosion chamber, intake and exhaustports adapted to register with said cylinder exhaust ports, a pistonadapted to move within said sleeve, said piston being arranged to travelat least one eighth of its stroke below the edge of said exhaust portsin said sleeve and said cylinder when the latter are in registry.

6. In an internal combustion engine, a piston, a crank shaft, a firstset of trunnions extending laterally from said piston, an annular ringswivelly mounted on said trunnions and embracing said piston, a secondset of trunnions extending laterally from opposite sides of said annularring, and a connecting rod extending from each of said second set oftrunnions to said crank shaft.

7. In an internal combustion engine, a piston, a crank shaft, a firstset of trunnions extending "laterally from said piston, an annular ringswivelly mounted on said trunnions and embracing said piston, a secondset of trunnions extending at right angles to said first set oftrunnions and laterally from opposite sides of said annular ring, and aconnecting rod extending from each of said second set of trunnions tosaid crank shaft.

8. In an internal combustion engine, a piston, a crank shaft, a rst setof trunnionsextending laterally from said piston, an annular ring`swivelly mounted on said trunnions and embracing said piston, a secondset of trunnions extending at right angles to said first set oftrunnions and laterally from opposite sides of said annular ring, asingle intermediate connection member swivelly mounted on each of saidsecond set of trunnions, and a connecting rod pivotally connected toeach of said intermediate connecting members and to said crank shaft.

9. In an internal combustion engine, a piston, a crank shaft, a iirstset of trunnions extending laterally from said piston, an annular ring`swivelly mounted on said trunnions and embracing. said piston, a secondset of trunnions extending at right angles to said first set oftrunnions laterally from opposite sides of said annular ring, singleintermediate connection members swivelly mounted on each of said secondset of trunnions, a connecting rod pivotally connected to each of saidintermediate connection members and to said crank shaft, and a pivot pinsecuring each of said connecting rods to their respective intermediateconnection members and extending in a plane atl right angles t0 Saidcrank shaft.

10. In an internal combustion engine, a piston, a crank shaft, a firstset of trunnions extending laterally from said piston, an annular ringswivelly mounted on said first set of trunnions and embracing saidpiston, said ring comprising an upper part and a lower part withextensions constituting bearings for said first set of trunnions, asecond set of trunnions extending laterally from opposite sides of saidannular ring, and a connecting rod extending from each of said secondset of trunnions to said crank shaft.

11. In a two cycle internal .combustion engine, a cylinder having intakeports and a plurality of long narrow exhaust ports in the wall thereof,a sleeve piston within said cylinder and having an explosion chamberwithin said sleeve piston and having a plurality of long narrow exhaustports adapted to be moved into position over said exhaust ports in saidcylinder wall, a second piston within said sleeve piston and adapted tomove over and beyond said exhaust ports in its travel, and a commoncrank shaft for said sleeve piston and said second piston, said exhaustports in said sleeve piston and said exhaust ports in said cylinder wallbeing so located that the movement of said sleeve piston and said secondpiston begins to open the exhaust ports at a point about 105 degrees ofthe cycle of revolution of said crank shaft.

12. In a two cycle internal combustion engine, a cylinder having intakeports and a plurality of long narrow exhaust ports in the wall thereof,a sleeve piston within said cylinder and having an explosion chamberwithin said sleeve piston and having a plurality of long narrow exhaustports adapted to be moved into position over said exhaust ports in saidcylinder wall, a second piston within said sleeve piston and adapted tomove over and beyond said exhaust ports in its travel, and a commoncrank shaft for said sleeve piston and said second piston, said exhaustports in said sleeve piston and said exhaust ports in said cylinder wallbeing ,so located. that the movement of said sleeve piston and saidsecond piston begins to open the exhaust ports at a point about 105degrees of the cycle of revolution of said crank shaft and completes theclosing of the exhaust ports at a point about 255 degrees of the cycleof revolution of said crank shaft.

In testimony whereof I have hereunto set my hand.

J OB HUTCHINSON.

